Rotary sliding type ship collision prevention device

Abstract

The invention relates to a rotary sliding type ship collision prevention device, and belongs to the technical field of bridge collision prevention. Comprising a self-floating anti-collision pouring jacket arranged on the periphery of a pier, a rotating buoy is arranged on the periphery of the anti-collision pouring jacket, and a buffering piece is arranged on the inner side of the anti-collision pouring jacket; the rotating float bowl is connected to a conveying belt or a driving roller of a sliding rail on the outer edge of the anti-collision pouring jacket through a rotating shaft, so that the rotating float bowl can rotate automatically and circularly rotate around the periphery of the anti-collision pouring jacket; the sensor is used for sensing a ship collision signal, the controller is used for controlling the conveying belt (or the driving roller) to be opened and closed, and when the ship collision danger is sensed, the controller controls the conveying belt or the driving roller to be started, and the rotating buoy circularly rotates on the periphery of the anti-collision pouring jacket. A ship collides with the rotating buoy firstly, the rotating buoy rotates to guide the prow to achieve first-stage energy consumption, and then second-stage energy consumption is achieved through self-deformation of the anti-collision pouring jacket. The problems that a bridge ship collision prevention facility is poor in guiding performance and single in energy dissipation mechanism are solved.

Description

Technical Field

[0001] The invention belongs to the technical field of bridge anti-collision and relates to a rotating and sliding type ship anti-collision device. Background Art

[0002] In today's increasingly developed transportation network, bridges, as key transportation hubs connecting two sides of a body of water, are crucial for safety. However, existing bridge anti-ship collision systems face numerous challenges in practical application, including poor guidance performance and a single energy consumption mechanism, which are two key bottlenecks hindering improvements in bridge safety and protection.

[0003] The poor guidance performance of existing bridge anti-collision systems poses a significant risk to bridge safety. When a vessel deviates from its normal course for various reasons and heads for a bridge pier or bridge structure, the anti-collision systems should play a crucial role in guiding the vessel to change course and avoid a direct collision. However, the reality is far from satisfactory. Many anti-collision systems lack a scientifically designed and rational guidance structure, making it difficult to apply effective lateral force to the vessel at the moment of impact, making it difficult to divert the vessel away from the bridge in the desired direction. Some traditional anti-collision systems utilize simple rigid structures. When a ship collides with the anti-collision system, the immense impact force generated between the ship and the anti-collision system is incapable of converting this force into steering force, causing the vessel to continue towards the bridge at a large angle and speed, resulting in serious impact consequences. Furthermore, the installation position and angle of some anti-collision systems are not precise enough, and they fail to fully account for the collision characteristics of ships of varying tonnage and navigational conditions. This makes them unable to perform their proper guidance function in complex and variable collision scenarios, further exacerbating the risk of bridge collisions.

[0004] The single energy dissipation mechanism is also a major problem with existing bridge anti-collision facilities. Energy dissipation capacity is an important indicator for measuring the performance of anti-collision facilities. Effective energy dissipation can greatly reduce the damage caused by ship collisions to bridges. However, most current anti-collision facilities mainly rely on a single energy dissipation method, such as relying on the plastic deformation of the material to absorb the impact energy. This energy dissipation method may be able to play a certain role in the face of small-scale collisions, but when faced with high-intensity collisions such as large ships, its energy dissipation capacity becomes stretched. The plastic deformation range of the material is limited. Once its tolerance limit is exceeded, the anti-collision facility will lose its energy dissipation function, and the impact energy of the ship will be directly transferred to the bridge structure, causing serious structural damage to the bridge. Moreover, a single energy dissipation mechanism cannot adapt to the characteristics of energy distribution and transmission in different collision scenarios, and cannot flexibly adjust the energy dissipation method according to factors such as the intensity and direction of the collision. As a result, in complex and changing collision situations, the anti-collision facilities cannot fully play their role in protecting bridges.

[0005] In order to effectively solve the problems of poor guidance performance and single energy consumption mechanism of existing bridge anti-ship collision facilities, it is necessary to make improvements and innovations from multiple aspects to enhance the overall performance of bridge anti-ship collision facilities and provide more reliable protection for the safe operation of bridges. Summary of the Invention

[0006] In view of this, the purpose of the present invention is to provide a rotating and sliding anti-ship collision device to solve the problems of poor guidance performance and single energy consumption mechanism of bridge anti-ship collision facilities.

[0007] In order to achieve the above object, the present invention provides the following technical solutions:

[0008] A rotating and sliding ship collision prevention device includes a self-floating collision prevention box arranged on the outer periphery of a bridge pier, and a plurality of rotating buoys are provided on the outer periphery of the collision prevention box. When a ship collision occurs, the ship first hits the rotating buoys, and the rotation of the rotating buoys guides the bow of the ship to achieve the first stage of energy dissipation, and then the second stage of energy dissipation is achieved through the deformation of the collision prevention box itself.

[0009] Optionally, a plurality of buffer members are provided on the inner circumference of the anti-collision sleeve, and the buffer members are elastically deformed between the anti-collision sleeve and the bridge pier under the action of external force.

[0010] Optionally, each of the rotating buoys is connected to the anti-collision casing via a vertically arranged rotating shaft.

[0011] Optionally, a slide rail is provided on the outer edge of the anti-collision casing, and the rotating shaft slides in the slide rail, thereby enabling the rotating buoy to slide on the outer periphery of the anti-collision casing.

[0012] Optionally, a conveyor belt is provided in the slide rail, the rotating shaft is fixedly connected to the conveyor belt, and the rotating shaft slides in the slide rail through the conveyor belt.

[0013] Optionally, a sensor is also provided on the anti-collision box, and the conveyor belt is electrically connected to a controller that controls its opening and closing, and the sensor is electrically connected to the controller; when the sensor detects the risk of ship collision, the signal is transmitted to the controller, and the controller controls the conveyor belt to start and slide in the slide rail, thereby driving the rotating buoy to circulate in the slide rail to the ship collision risk area, thereby achieving guided energy consumption of the ship.

[0014] Optionally, a driving roller is provided in the slide rail, and the driving roller is connected to the end of the rotating shaft, and the rotating shaft slides in the slide rail through the driving roller.

[0015] Optionally, a sensor is also provided on the anti-collision box, and the driving roller is electrically connected to a controller that controls its opening and closing, and the sensor is electrically connected to the controller; when the sensor detects the risk of ship collision, the signal is transmitted to the controller, and the controller controls the driving roller to start and roll in the slide rail, thereby driving the rotating buoy to circulate in the slide rail to the ship collision risk area, thereby achieving guided energy consumption of the ship.

[0016] Optionally, the horizontal cross-section of the anti-collision box is hexagonal.

[0017] Optionally, the rotating buoys are evenly arranged on each outer side plane of the anti-collision casing.

[0018] Optionally, the rotating buoys are provided in two upper and lower rows around the outer circumference of the anti-collision casing; and the cross-sectional shape of the rotating buoys is circular or elliptical.

[0019] Optionally, the rotating shafts in the two rows of rotating buoys are relatively independent, so as to realize the rotation of the rotating buoys in the upper row and the rotating buoys in the lower row in opposite or same directions.

[0020] The beneficial effects of the present invention are:

[0021] The anti-ship collision device of the present invention provides a more reliable guarantee for the safe operation of the bridge through its two-stage energy consumption mechanism, automatic guidance and cyclic rotation, adaptability to different water levels and collision scenarios, and enhanced structural stability and safety.

[0022] The anti-collision device consists of a self-floating anti-collision box and rotating buoys. The self-floating anti-collision box floats up and down with the water level to adapt to different water levels and collision avoidance requirements under different water conditions. This design ensures the stability and effectiveness of the anti-collision device at different water levels. The rotating buoys are located outside the anti-collision box and assembled to the anti-collision box via a rotating shaft. When a ship impacts, the outer rotating buoys first rotate to divert the bow of the ship. This rotation of the rotating buoys dissipates some of the impact energy, achieving the first stage of energy dissipation. This design not only reduces the direct impact force of the ship on the anti-collision device but also effectively disperses the impact energy through physical rotation. If the first stage of energy dissipation does not cause the bow to deviate from the bridge pier, the anti-collision box will further absorb and dissipate the impact energy through its own deformation, achieving the second stage of energy dissipation. This two-stage energy dissipation mechanism significantly improves the overall energy dissipation capacity of the anti-collision device and effectively reduces the damage caused by ship impact to the bridge. The rotating shaft end of the rotating buoy is embedded in a slide rail. When an external sensor detects a collision hazard, the slide rail automatically circulates via a conveyor belt or drive roller, driving the rotating buoy to circulate outside the collision avoidance box to further guide the uncontrolled vessel. This automatic guidance mechanism effectively guides a ship in the early stages of a collision, reducing the impact angle and speed, and minimizing the consequences. The cyclic rotation of the rotating buoy within the slide rail not only enhances the guidance effect but also further dissipates the impact energy through continuous physical action, improving the energy efficiency of the collision avoidance system.

[0023] Several buffers are positioned around the inner circumference of the crash box. These buffers elastically deform between the box and the pier under external forces, further absorbing and dissipating impact energy and protecting the pier structure from damage. The crash box's hexagonal horizontal cross-section not only increases the contact area between the crash barrier and the pier, improving structural stability, but also enhances the overall strength and impact resistance of the crash barrier through its unique geometry.

[0024] Other advantages, objects, and features of the present invention will be described in part in the following description and, in part, will be apparent to those skilled in the art upon examination of the following description or may be learned from practice of the present invention. The objects and other advantages of the present invention may be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be described in detail below with reference to the accompanying drawings, in which:

[0026] Figure 1 It is a horizontal cross-sectional (circular) schematic diagram of the present invention;

[0027] Figure 2is a side view of the present invention;

[0028] Figure 3 It is a horizontal cross-section (elliptical) schematic diagram of the present invention.

[0029] Reference numerals:

[0030] 1. Anti-collision sleeve, 2. Rotating float, 3. Buffer, 4. Slide rail, 5. Rotating shaft. DETAILED DESCRIPTION

[0031] The following describes the embodiments of the present invention by means of specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and the following embodiments and features in the embodiments can be combined with each other without conflict.

[0032] Among them, the accompanying drawings are only for illustrative purposes and represent only schematic diagrams rather than actual pictures, and should not be understood as limiting the present invention. In order to better illustrate the embodiments of the present invention, some parts of the accompanying drawings may be omitted, enlarged or reduced, and do not represent the dimensions of actual products. For those skilled in the art, it is understandable that some well-known structures and their descriptions may be omitted in the accompanying drawings.

[0033] The same or similar numbers in the drawings of the embodiments of the present invention correspond to the same or similar parts; in the description of the present invention, it should be understood that if there are terms such as "upper", "lower", "left", "right", "front", "back", etc. indicating directions or positional relationships, they are based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes and cannot be understood as limiting the present invention. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0034] Example 1

[0035] See also Figures 1 to 3This is a rotating and sliding ship collision avoidance device, comprising a self-floating anti-collision casing 1 mounted on the outer periphery of a bridge pier. Several buffers 3 are arranged along the inner circumference of the casing 1. Under the action of external forces, the buffers 3 elastically deform between the casing 1 and the pier. Slide rails 4 are provided on the outer edge of the casing 1, and conveyor belts are installed within the slide rails 4. Several rotating buoys 2 are fixed to the conveyor belts within the slide rails 4 via vertically arranged rotating shafts 5. The rotating shafts 5 slide within the slide rails 4 via the conveyor belts, enabling the rotating buoys 2 to slide along the outer periphery of the casing 1.

[0036] When a ship collision occurs, the ship first hits the rotating buoy 2, and the rotation of the rotating buoy 2 turns the bow to achieve the first stage of energy consumption, and then the second stage of energy consumption is achieved through the deformation of the anti-collision sleeve 1 itself.

[0037] Example 2

[0038] See also Figures 1 to 3 This is a rotating and sliding ship collision prevention device, comprising a self-floating anti-collision casing 1 mounted on the outer periphery of a bridge pier. Several buffers 3 are arranged along the inner circumference of the casing 1. Under the action of external forces, the buffers 3 elastically deform between the casing 1 and the pier. Slide rails 4 are provided on the outer edge of the casing 1, and drive rollers are installed within the slide rails 4. Several rotating buoys 2 are fixed to the drive rollers within the slide rails 4 via vertically arranged rotating shafts 5. The rotating shafts 5 slide within the slide rails 4 via the drive rollers, enabling the rotating buoys 2 to slide along the outer periphery of the casing 1.

[0039] When a ship collision occurs, the ship first hits the rotating buoy 2, and the rotation of the rotating buoy 2 turns the bow to achieve the first stage of energy consumption, and then the second stage of energy consumption is achieved through the deformation of the anti-collision sleeve 1 itself.

[0040] Example 3

[0041] Based on the above-mentioned embodiment 1 or embodiment 2, this embodiment further stipulates that a sensor is provided on the anti-collision box 1, and the conveyor belt or drive roller is electrically connected to a controller that controls its opening and closing, and the sensor is electrically connected to the controller; when the sensor detects the risk of ship collision, the signal is transmitted to the controller, and the controller controls the conveyor belt or drive roller to start and slide in the slide rail 4, thereby driving the rotating buoy 2 to circulate in the slide rail 4 to guide the ship.

[0042] Sensors include ultrasonic sensors, infrared sensors, lidar or microwave radar, etc.

[0043] Example 4

[0044] Based on the above-mentioned embodiments one or two, this embodiment further specifies that the horizontal cross-section of the anti-collision casing 1 is hexagonal, and the size of the hexagon is adaptively adjusted according to the size of the bridge pier; the rotating buoys 2 are evenly arranged on each outer plane of the anti-collision casing 1. The rotating buoys 2 are arranged in two upper and lower rows around the outer circumference of the anti-collision casing 1. The rotating shafts 5 within the two rows of rotating buoys 2 are relatively independent, allowing the upper row of rotating buoys 2 and the lower row of rotating buoys 2 to rotate in opposite or same directions. This design enables the anti-collision facility to flexibly respond to collisions with ships of different tonnages and different navigation conditions, thereby improving the adaptability and reliability of the anti-collision facility.

[0045] The cross-sectional shape of the rotating buoy 2 includes but is not limited to circular, elliptical and other structural types.

[0046] The anti-ship collision device of the present invention provides a more reliable guarantee for the safe operation of the bridge through its two-stage energy consumption mechanism, automatic guidance and cyclic rotation, adaptability to different water levels and collision scenarios, and enhanced structural stability and safety.

[0047] The anti-ship collision device consists of a self-floating anti-collision casing 1 and a rotating buoy 2. The self-floating anti-collision casing 1 can float up and down with the water level to adapt to different water levels and meet the anti-collision requirements under different water level conditions. This design ensures the stability and effectiveness of the anti-collision facility at different water levels. The rotating buoy 2 is located outside the anti-collision casing 1 and is assembled with the anti-collision casing 1 via a rotating shaft 5. When a ship collision occurs, the bow of the ship is first diverted and steered by rotating the outer rotating buoy 2. During this process, the rotation of the rotating buoy 2 consumes part of the impact energy, achieving the first stage of energy dissipation. This design not only reduces the direct impact force of the ship on the anti-collision facility, but also effectively disperses the impact energy through physical rotation. If the first stage of energy dissipation does not cause the bow to deviate from the bridge pier, the anti-collision casing 1 will further absorb and dissipate the impact energy through its own deformation, achieving the second stage of energy dissipation. This two-stage energy dissipation mechanism significantly improves the overall energy dissipation capacity of the anti-collision facility and effectively reduces the damage caused by ship collisions to the bridge. The end of the rotating shaft 5 in the rotating buoy 2 is embedded in the slide rail 4. When an external sensor detects a collision hazard, the slide rail 4 automatically circulates via a conveyor belt or drive roller, driving the rotating buoy 2 to circulate outside the anti-collision casing 1 to further guide the uncontrolled vessel. This automatic guidance mechanism effectively guides the vessel in the early stages of a collision, reducing the impact angle and speed, and minimizing the consequences. The cyclic rotation of the rotating buoy 2 within the slide rail 4 not only enhances the guidance effect but also further dissipates the impact energy through continuous physical action, improving the energy efficiency of the anti-collision system.

[0048] Several buffers 3 are circumferentially arranged inside the crash box 1. These buffers 3 elastically deform between the crash box 1 and the bridge pier under external forces, further absorbing and dissipating impact energy and protecting the pier structure from damage. The crash box 1 has a hexagonal horizontal cross-section. This design not only increases the contact area between the crash barrier and the pier, improving structural stability, but also enhances the overall strength and impact resistance of the crash barrier through its unique geometry.

[0049] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not limiting. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention can be modified or replaced by equivalents without departing from the purpose and scope of the technical solutions, which should all be included in the scope of the claims of the present invention.

Claims

1. A rotating and sliding ship collision avoidance device, characterized in that: The invention comprises a self-floating anti-collision casing (1) arranged on the outer periphery of a bridge pier, wherein a plurality of rotating buoys (2) are arranged on the outer periphery of the anti-collision casing (1); when a ship collision occurs, the ship first hits the rotating buoys (2), and the rotation of the rotating buoys (2) turns the bow of the ship to realize the first stage of energy consumption, and then the second stage of energy consumption is realized through the deformation of the anti-collision casing (1).

2. The rotating and sliding ship-avoiding device according to claim 1, characterized in that: A plurality of buffer members (3) are provided on the inner circumference of the anti-collision casing (1), and the buffer members (3) are elastically deformed between the anti-collision casing (1) and the bridge pier under the action of external force.

3. The rotating and sliding ship collision avoidance device according to claim 1, characterized in that: Each of the rotating buoys (2) is connected to the anti-collision casing (1) via a vertically arranged rotating shaft (5).

4. The rotating and sliding ship-collision protection device according to claim 3, characterized in that: A slide rail (4) is provided on the outer edge of the anti-collision casing (1), and the rotating shaft (5) slides in the slide rail (4), thereby enabling the rotating buoy (2) to slide on the outer periphery of the anti-collision casing (1).

5. The rotating and sliding ship-avoiding device according to claim 4, characterized in that: A conveyor belt is provided in the slide rail (4), the rotating shaft (5) is fixedly connected to the conveyor belt, and the rotating shaft (5) slides in the slide rail (4) through the conveyor belt.

6. The rotating and sliding ship collision avoidance device according to claim 5, characterized in that: The anti-collision casing (1) is also provided with a sensor, and the conveyor belt is electrically connected to a controller for controlling its opening and closing, and the sensor is electrically connected to the controller; when the sensor detects a risk of ship collision, the signal is transmitted to the controller, and the controller controls the conveyor belt to start and slide in the slide rail (4), thereby driving the rotating buoy (2) to circulate and rotate in the slide rail (4) to the ship collision risk area, thereby achieving guided energy consumption for the ship.

7. The rotating and sliding ship-collision protection device according to claim 4, characterized in that: A driving roller is provided in the slide rail (4), and the driving roller is connected to the end of the rotating shaft (5). The rotating shaft (5) slides in the slide rail (4) through the driving roller.

8. The rotating and sliding ship-collision protection device according to claim 7, characterized in that: The anti-collision casing (1) is also provided with a sensor, and the driving roller is electrically connected to a controller for controlling its opening and closing, and the sensor is electrically connected to the controller; when the sensor detects a risk of ship collision, a signal is transmitted to the controller, and the controller controls the driving roller to start and roll in the slide rail (4), thereby driving the rotating buoy (2) to circulate and rotate in the slide rail (4) to the ship collision risk area, thereby achieving guided energy consumption for the ship.

9. The rotating and sliding ship collision avoidance device according to claim 3, characterized in that: The rotating buoys (2) are arranged in two upper and lower rows around the outer circumference of the anti-collision casing (1); the cross-sectional shape of the rotating buoys (2) is circular or elliptical.

10. The rotating and sliding ship collision avoidance device according to claim 9, characterized in that: The rotating shafts (5) in the two rows of rotating buoys (2) are relatively independent, so as to realize the rotation of the upper row of rotating buoys (2) and the lower row of rotating buoys (2) in opposite or same directions.

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